Automatic block-signaling system.



PATBNTED JUNE 7, 1904.

H. B. TAYLOR.

. AUTOMATIC BLOCK SIGNALING SYSTEM.

' APPLICATION FILED 00114 1903.

2 SHEETQ-SHEET 1.

N0 MODEL.

. INVENTOR WITNESSES 2 ATTORNEY.

m: NORRIS wrrsns m, PHOTO-HD1404 WASHINGTON, o. \'.v

PATENTED J NB'V, 1904. H. B. TAYLOR. AUTOMATIC BLOCK SIGNALING SYSTEM.

APPLICATION FILED 001214, 1903.

' no MODEL.

2 SHEETS-SHEET 2.

.L l II ATTORNEY.

n+5 Noam: PETERS co. Pummuma vmsumnmu, u. c.

UNITED STATES Patented June '7, 1904.

HERBERT B. TAYLOR, OF NEWARK, NEW JERSEY.

-AUTOMATIC BLOC'K-SIGNALINGSYYSTEM.

- SPECIFICATION forming part of Letters Patent No. 762,009, dated June 7, 1904.

Application filed October 14, 1903. Serial No. 176,937. (No model-l ark, in the county of Essex and State of New Jersey, have invented and produced a new and original Improvement in Automatic Block Signaling Systems; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable,

others skilled in the art to. which it appertains to make and use the same, reference being had to the accompanying drawings, and to characters of reference marked thereon, which form a part of this specification.

This invention relates to certain improvements in automatic block-signaling systems, which consists of signal-actuating mechanisms controlled by track-circuits that are shunted by trains in the track-sections.

The objects of this invention are to provide a more positive and effieient operation, to secure greater simplicity and durability in construction, and at the same time to reduce the cost of construction and maintenance and still to afford the greatest possible protection. In covering all these points I provide a system dispensing with all wires between signal-stations, using only rail-circuits and using only a single relay to each section.

The invention consists in the improved automatic block-signaling system and in the arrangements and combinations of parts of the same, all substantially as will be hereinafter set forth, and finally embraced in the clauses of the claim.

Referring to the accompanying drawings, in which like characters of reference indicate corresponding parts in each of the several figures, Figures 1 and 2 taken together illustrate the system diagrammatically, and Fig. 3 shows granted to me October 22,1901.

actuating the signal is similar to that described and covered by Letters Patent No. 684,881, It should be understood, however, that this system of control is adapted to operatewith equal efliciency with any or all electrically-controlled signals, and although the diagram Figs. 1 and 2 represent a normal safety system it is my intentionfto employ the same principles in connection with any other preferred system, making such mechanical adjustments in the apparatus'and local circuits as may be required without in any way departing from the true sense of this invention.

Track instruments or relays a b 0 (Z are located at and in connection with the'corresponding signals A B C 1). These relays are so constructed that a neutral armature 2 and a polarized armature 14 are actuated by the same relay or instrument simultaneously, these armatures being adapted to perform different functions, as will be hereinafter shown. I will describe a single relay say b-with its corresponding signal B, before proceeding with the operation of the system.

Track-relay I) is provided with neutral armature 2, which armature 2 has a plurality of contact-tongues 3, i, and 5, resting normally against contacts 6, 7, and 8, but which are also adapted to rest against contacts 9 and when relay 6 is deenergized. Trackbattery. 11 is electrically connected to the tongues 4L and 5 by wires 51, said tongues 4 and 5 resting, respectively, against contacts 7 and 8, so that the current from the said battery 11 will flow through the said contacts and wires 12 and 13 to the opposite rails of section A, normally energizing relay or instrument a. When, however, the tongues 4 and 5 of instrument I) are against the back contacts 9 and 10, the current from battery 11 of instrument I) will flow through the con- ;tacts 9 and 10 and wires 12 and 13 to theopposite rails of section A in a reverse direction than before, again energizingrelay A, but with a reversed polarity. Relay balso has a zpolarized armature 14, as above indicated,

which is adapted to rest in either one of two positions, depending on the polarity of relay 6. When relay 6 is normallyenergized, ar-

. refer first to section D, the blade of which is.

mature 14 rests against the contacts 15, 16, and 17 but when energized with a reversed polarity armature 14 of relay 6 rests against contact 18. Wires 19 and 20 lead from opposite terminals of relay 7) to the opposite rails of section B.

Local battery 21 of instrument 7) supplies the energy for operating the signal mechanism of signal B, which mechanism in the preferred construction forms the subject-matter of United Patent No. 684,881, and briefly described consists of the usual signal-blade 24, which is moved by motor 25. Amagnetic friction clutch and lock 26 serves to connect the signal with its shifting mechanism while being moved from one position to another. On the periphery of the clutch 26 are located pins 27, 28, and 29, which are adapted to engage with switch 23 during the movement of the signal to and from its different positions. The switch 23 when shifted by pins 27, 28, or 29 rests on one of three contacts 30, 31, and 32, and when the signal-blade 24 is in the danger position, as shown in section D, or the caution position, as shown in section C, the switch 23 rests also on a fourth contact 33, which is longer than the other contacts. To describe the complete movement of a signal, we will in a danger position, and contact 6 of instrument d is open, preventing any current from reaching wire 22, which connects contact 6 with switch 23. If, however, contact 6 is closed, current from battery 21 of section (Z will flow from the battery 21 through tongue 3, contact 6, wire 22 to switch 23, through switch 23, contact 33, wires 34 and 35 ,to a clutch 26, wire 36, back to battery 21. Ourrent will also flow from switch 23, through contact 30, wire 37, to contact 18, armature 14, Wire 38, which connects armature 14 with one terminal of motor 25, thence to motor 25,

wire, 39 to battery, thus energizing the motor 25 and causing the blade of signal D to shift from the danger to the caution position, as shown at 0. As the signal turns the pin 27 moves away from the switch 23 and pin 28 engages with the said switch and shifts it away from contact 30 to contact 31, but still engages contact 33, this preserving the circuit through clutch 26, but making a new circuit to the motor 25, which circuit is as follows: From battery 21 to switch 23 the circuit is as before, but fromswitch 23 the current flows through contact 31, wire 40, which connects contact 31 with the contact 17, through contact 17, armature 14, and thence to battery 21, as before, thus placing the signal 24 in the safety position, as shown at B. In completing these movements from danger to safety the pin 29 engages switch 23 and shifts it from contacts 31 and 33 to contact 32, breaking the circuit through motor 25 and making a new circuit through the clutch 26, which circuit is from switch 23 to contact 32,

signals of the system preferably have similar parts and connections and are shown in the different positions they will assume when the track-sections are in the conditions shown.

Supposing the signals to be in the positions shown in thedrawings, in which section A is occupied by a train, (indicated by A,) section B is unoccupied, section C is unoccupied, but section I) is occupied by a train or electrically-connected wheels D, the said trains each moving in the direction indicated by the arrows, in these positions signal B may be called the distant signal for block G and the home signal for block Band indicates that home signal C is in a position indicating a safe condition of the block 0 following signal C. It will be seen later that a signal cannot occupy the position shown at B unless the signal 0 is in the same position as B or in the caution position, as shown at C;

Suppose that the train A has passed signal A into block A. Relay a of signal A is short-circuited and signal A will immediately assume the danger position, as shown. It will be seen that the armature 14 of signal A is up against the contact 18. It will also be seen that the circuit from battery 21 is broken at contact 6 and that no current whatever reaches the signal-operating mechanism of signal A. Consequentlythe signal A goes to danger. When a signal is in the caution position, as at O, the tongue 3 of armature 2 of the signal 0 is in the same position as the tongue 3 of armature 2 of signal B; but armature 14 of signal 0 is against contact 18, and the current from local battery 21 of signal 0 still reaches the signaloperating mechanism through another path. The tongues 4 and 5 of signal 0 also rest against contacts 7 and 8 and allow the current from battery 11 of signal 0 to flow through wires 12 and 13 to and through the rails of section B in the direction of the arrow .2, energizing relay 7)- of signal B and actuating polarized armature 14 and placing it against contacts 15 16 17 of signal B. At the same time the armature 2 of signal B is held by the magnet, completing a circuit from battery 11 of signal B through the rails of section A and wheels and axle A, thus cutting off all current of battery 11 of signal B from relay a of signal A.

Referring now to section G, if block or seceating that block B is clear.

tion C should become short-circuited relay would become deenergized and drop'its armature '2, closing contacts 9 and 10, causing the current of battery 11 to flow through the rails of section B in a reverse direction to that shown by the arrows This change of direction of current in the rails of section B would cause relay 6 of signal B to become energized with a reversed polarity, which would cause polarized armature 14 of signal B to swing over against contact 18, thus breaking a circuit from the local battery 21 to the signal-operating mechanism and causing the signal B to assume the caution position, indi- Armature 14 of instrument 6 in breaking the circuit at 15, 16, and 17 from battery 21 through tongues 3, wire 22, switch 23, contact 32, wire 41, contacts 15 and 16, wire 42, wire 35, clutch 26 does not entirely deenergize the local signaling-clutch circuit, but completes a new circuit at contact 18, as follows: battery 21, tongue 3, contact 6, wire 22, switch 23, contact 33, wire 35, magnetic clutch 26, wire 36 to battery, as shown in signal C, which newly-closed circuit energizes the said magnet-clutch 26 and holds the signal B in an intermediate position, or, in other words, giving a safe home signal, as shown at signal C.

Referring now to section D, with signal D shown at danger, if section D should be vacated by short circuit D7, which may be a train or other device, armature 2 of section D would be drawn to magnet of relay cl and cause a reversalof the flow of current from battery 11 in the rails of section (1, which would change the polarity of the relay 0 and cause the polarized armature 14 to complete a new circuit for the signal C, as follows: From battery 11. wire 50, tongue 5, contact 8, wire 13 to one rail of section C, wire 19, relay 0, wire 20, other rail of section 0, wire 12, contact 7 tongue 4, wire 51 to battery 11. During the change of polarity in the relay 0 there is an instant when the said relay is absolutely deenergized. This condition exists only for an infinitely small part of a second, but is of sufficient length of time to cause armature 2 of instrument 0 to break and make. In the usual form of signal-locking magnets this break and make wouldcause the said signal to go to the danger position, although it would returndirectly to its proper position. This feature, although not serious, is undesirable and is entirely eliminated in my apparatus.

In my signal-locking means shown in Patent N 0. 684,881 it will be seen that an instantaneous break and make, such as would occur in the present system, would not cause more than a slight movement of the signal-blade, owing to the fact that the armature of the locking device never under any circumstances leaves the poles of the magnet. By actual service tests the end of the standard-length signal-blade does not move more than one-half an inch,

which movement could not be detected by a train-runner.

When the construction practiced includes the two-armed signal of Fig. 3, common in itself, instead of the one-armed three-positioned signal of Figs. 1 and 2, the local circuits are suitably connected to meet conditions; but the track-circuits are of my improved construction already described.

The polarized armature 17 of Fig. 3, acted on by the track-circuit, as before described, is adapted to either close the electric circuits of the two signal-arms or the electrical circuit of one signal, as will be clearly apparent without attempting to trace in this description the usual courses of the currents over specific wires, which may be changed at will, as above indicated, to suit various conditions.

The neutral armature having tongues 3, 4,

and is the same in the construction of Fig.

3 as in Figs. 1 and 2 and operates in the same manner in connection with the track-circuit of the rearward section.

Having thus described the invention, what .I claim as new is 1. In a signaling system, the combination of a plurality of electrical]y-disconncctcd tracksections, a signal for each section, each signal being adapted to indicate the condition of. the home and distant sections, a rail-circuit for each section forming the only electrical connections between signals, a single track-relay connected with each signal for controlling the said signal, said relay being adapted to cause a change of the signal from or to clear, caution, or danger, in responseto the action of a rail-circuit in advance of a signal, substantially as set forth. 7

2. In asignaling system, the combination of a plurality of electrically-disconnected tracksections, a signal, and signal-operating circuits for each section adapted to indicate the condition of thehome and distant sections, a rail-circuit for each section, forming the only electrical conductors between signal stations, a track-relay and connections for said signalstations, each relay when (lei-Energized being adapted to cause the signal to indicate danger, and, when energized by a current from the advance track-section flowing through the said relay in one direction to cause a clear home signal to be given and when energized by current from the advance section flowing through said relay in the opposite direction, to cause a clear distant signal to be given, and a source of electrical energy for said rail-circuits,

3. In a signaling system, the combination of a plurality of electrically-disconnected tracksections, a signal-station having a signal and signal-operating means for each section, said signals being each adapted to indicate the condition of two sections in advance. a rail-circuit for each section forming the only electrical conductor between the signal-stations, a singlerelay for causing each signal to indi- IIO cate'the condition of two sections in advance, and for controlling the flow of current in opposite directions in the rearward track-sections.

4:. In a signaling system, the combination of a plurality of electrically-disconnectedtracksections, a signal, and electrical connections, for each section, each of said signals being adapted to indicate the condition of two ad- Vance sections, a circuit and source of energy for each signal, a rail-circuit for each section forming the only electrical conductors between signals, said rail circuit adapted to change its polarity, a single relay for controlling each signal-circuit adapted to cause a danger-signal to be given when the said railcircuit is deenergized and to cause a safe home signal to be given when current is flowing in one direction in the said rail-circuit and to cause a safe distant signal to be given when current is flowing in the said rail-circuit in another direction.

5. A series of track blocks or sections, signals and signal-stations therefor, each block or section havinga single relay located at the station thereof, the rails between signals being the only electrical conductors between signal-stations, the said relays being each connected and adapted to operate the signal of the advance section and also the signal of the rearward section, and connections and operating means for said parts, substantially as set forth.

6. In a signaling system, a series of tracksections, each provided with a signal and relay governing the operation of the same, said relays each having an armature, said armature having a plurality of tongues, contactterminals of a track-circuit disposed adjacent to two of the tongues of said armature, with two of which contacts two tongues of the armature lie normally in contact and with two other of which contacts the said two tongues are adapted to contact when said armature is in abnormal position, wires connecting said contact points or terminals with the rails of the track to effect a transmission of electrical energy to said rails, the said wires being arranged and adapted to effect a reverse electrical flux through the rails when the armature-tongues move from one pair of said contacts to the other pair, a track-battery, the opposite connection-wires of which are in connection with the said tongues of said armature, and signaling means in connection with the track adapted to be operated by said reverse flux or currents, substantially as set forth.

7. In a railway signaling system, the combination of a series of track-sections, each provided with a signal, electric signal-operating means, and relays governing said signaloperating means, each governing-relay being located in a track-section distant from another signal operated thereby, an armature in operative connection with each relay, having two tongues movable together and lying" in connection with a track-circuit and its battery, and two pairs of contact-points adapted to be engaged by said armature-tongues, onepair of contacts being in connection or contact with said tongues normally, and the other pair of contacts being arranged and adapted to enter into connection, under abnormal conditions, the wires connecting said contacts with the rails being arranged to effect a reverse polarization or direction of flux when said arms are moved from their normal to their abnormal positions and signaling means at a distance from the said two-armed armatures adapted to be operated differently by the reverse movements of the electrical fluid of said track-circuit, substantially as set forth.

8. In a signaling system, the combination with the insulated rail-sections, signals and electric signal-operating means, of a series of relays, a single relay being located with each signal, each single relay havingtwo armatures, one of which armatures controls the signal-operating means and signal with which it is immediately in connection and the other armature of which directly controls the signal-op'erating relay of the next rearward section, substantially as set forth.

9. In a signaling system, the combination with the series of insulated track-sections, and

a series of signals one of which is stationed inconnection with each of the track-sections and is provided with electrical connections and a local battery, of relays, a single relay located with each section, each of which relays is provided with two armatures, one of which controls a local-signal-operating connection and the other of said armatures having two tongues, each arm being adapted to move between and alternately engage two contact points 01' terminals of a track-circuit, a trackcircuit battery and connecting-wires in connection with the said contact-points adapted to produce reverse currents through the rails of the track as the plurality of armaturetongues change from normal to abnormal relation, due to the change of the track-circuit by the train.

10. In a signaling system, the combination with the insulated track-sections and a series of signals disposed along the track, one signal being stationed in connection with each of the insulated track-sections and being provided with electrical signal-operating means including a local battery and circuit-terminals, of a series of relays, one single relay of which is arranged in connection withthe rails of each of the said track-sections, each single relay having two armatures, one armature of which is adapted to contact with the terminals of the local signal-circuit and the other armature of which is provided with three tongues adapted to move simultaneously and together, two tongues of the three-tongued armature being arranged in the track-circuit of one section and the third-arm being in the local circuit of the signal of the next succeeding track-section, and a series of track-circuit batteries connected with the tongues of each of the threetongue armatures and the rails, substantially as set forth.

11. A track divided into sections electric? ally separate from each other, a signal located at the entrance end of each section, a single relay and source of energy connected with each signal, connections from the said relay to the rails of the advance and rearward sections, said relay arranged and adapted to directly control the adjacent signal and through'the rail-circuit of the rearward section to actuate the signal of the said rearward section.

12. A track divided into electrically-separate blocks, a signal and its operating means for indicating the condition of a block, located at the entrance end thereof, a single relay having a polarized and neutral armature, and source of energy connected with the rails of adjoining blocks for controlling each signal, said relay being adapted with its neutral armature to close and open the controllingcircuit of the adjacent signal and in so doing to change the direction of the flow of current in the rails of the rearward section to actuate the signal of that section.

13. A track divided into electrically-separate sections, signals and their operating means located at the junction of said sections, a polarized relay for controlling the operating means of the adjacent signal and at the same time controlling, through the rail-circuit of the rearward section, the operating means of the signal of that section, connections from the said relay to the rails of the advance section, and direct connections includinga source of energy from the said relay to the rails of the rearward section.

14. In a railway signaling system, the combination of a track divided into blocks or sections, signal devices and their controlling means for each section, a single relay having a polar and neutral armature for each section, said relay being directly connected to the rails of the advance section and arranged and adapted to directly control the signal-operating means of the advance section and to control the signal-operating means of the rearward section by changing the polarity of the rail-circuit of the relay of the rearward section, direct connection from the first said relay to the rails of the rearward section for effecting the said change of polarity of the rearward rail-circuit, and rail-circuits for each section as the only means employed for the conduct of electrical energy between signals and sources of energy connected with the said rail-circuits.

In testimony that I claim the foregoing I have hereunto set my hand this 8th day of October, 1903.

HERBERT B. TAYLOR.

Witnesses:

CHARLES H. PELL, C. B. PITNEY. 

